Concrete-filled Steel Tube Arch Research Articles

Experimental Study and Neural Network Predictions of Early-Age Behavior of Microexpansion Concrete in Large-Diameter Steel Tube Columns

The improved mechanical performance of concrete-filled steel tube (CFST) components has led to their widespread application in megastructures. Therein, CFST hybrid arch bridge has become an optimal selection of large span bridges. Nonetheless, for massive concrete poured in CFST members with large diameter, the thermal cracking and sustained rising temperature caused by early hydration heat of core concrete are urgently required to be studied. The two large-diameter CFST columns in this work, each having a diameter of 2.1 m, had their temperature and strain fields recorded in-situ. An existing CFST arch bridge served as the model for the two CFST columns’ design. Additionally, early-age characteristics of several scaled CFST columns with varying diameters were documented. A multi-field finite element (FE) model that combines linked chemical (hydration), heat, and mechanical fields is suggested in order to properly characterize the evolutions of temperature and strain fields. The model is validated by comparing the in-situ measurements with the numerical results. Finally, to investigate the affect factors on the hydration temperature of core concrete in CFST columns, early-age hydration behaviors of CFST columns was simulated using the validated FE models input parameters as water to cement ratio (w/c), cement dosage, heat release of cement and diameter of CFST columns. Based on the numerical results under the input parameters mentioned, the LSTM neural network was constructed, and the hydration temperature variances computed by FE models were selected as the input dataset. Afterwards, the temperature variance of core concrete of CFST columns was predicted using the established LSTM network. It is discovered that the LSTM neural network that was previously constructed was able to predict the peak temperature of CFST columns as well as the hydration temperature of CFST specimens with respect to time.

Effect of MgO-based expansive agent on strengths, volume stability, and microstructures of C80 SCC in steel tube arch

In order to meet the requirements of concrete filling, vibration, and pumping during the construction of the concrete-filled steel tube (CFST) arch bridge, the C80 expansive self-compacting concrete (SCC) is prepared using the absolute volume method. This research investigates the effects of MgO-based expansive agent (EA) and water-to-binder ratio (w/b) on the fresh properties, mechanical properties, autogenous shrinkage, and creep behaviors of expansive SCC. The microstructure of expansive SCC is analyzed by scanning electronic microscopy (SEM) and nuclear magnetic resonance (NMR). Results show that, as the MgO-based EA content increases from 5 % to 10 %, its effect on fresh properties of SCC is negligible. The addition of EA retards the hydration reaction of cement at early ages, thus delaying the strength development. However, the long-term mechanical strengths of the SCC are enhanced, due to the expansion product refines the microstructure at later ages. Moreover, the 14-day autogenous shrinkage of SCC with 10 % EA content is eliminated and shows the micro expansion (155.3 με). The microstructural analysis shows that the porosity of SCC with 10 % EA content is 1.8 % while the pore throat below 0.1 μm accounting for 55 % and the pore size above 30 μm is negligible. This research reveals the mechanism of the effects of MgO-based EA and w/b on the volume stability of the SCC, facilitating the application of expansive SCC in CFST composite structures.

Shrinkage separation prediction of concrete-filled steel tube arch bridge: A coupling model concerning multiple factors

The shrinkage separation is one of the key factors restricting the development of concrete-filled steel tube (CFST) arch bridge. In this paper, its mechanism and evaluation method concerning multiple factors, including structure, environment, material and construction were investigated. Firstly, the hydration process of in-tube concrete was simulated using the hydration degree as a basic state parameter. Then with the consideration of energy and mass conservation, as well as the moisture and heat transmission effects, the temperature and relative humidity fields, early-age mechanical properties, basic creep, and total deformation of in-tube concrete were further calculated. On the basis, in accordance with the stress criterion and displacement coordination, a multi-field (hydro-thermo-hygro-constraint) coupling model was finally established, taking the ratio of normal stress to bonding strength at the steel-concrete interface as the shrinkage separation risk index. The simulation results obtained from the model were in good agreements with the full-scale CFST model test.

Mechanical response of long-span CFST arch bridges based on the hydration heat temperature effect

As the span of concrete-filled steel tube (CFST) arch bridges increases, the hydration heat temperature effect of concrete inside steel tube becomes more severe, which increases the safety risk during the construction process. Therefore, a numerical simulation of the mechanical response of a long-span CFST arch bridge under the influence of hydration heat was carried out. First, based on the hydration heat conduction theory, a finite element model of the transient temperature field of a CFST arch rib was established. The temperature distribution of the CFST arch rib and its variation with time were revealed, and an approximate formula for the distribution of the hydration heat temperature along the radial direction of the CFST was provided. Subsequently, the variation law of the thermal stress of a CFST during hydration heat release was investigated. Finally, based on the principle of temperature equivalence, a finite element model of the overall CFST arch rib was established to examine the effect of hydration heat on the deformation of the arch rib. The results reveal that the hydration heat temperature field of the CFST arch rib exhibits nonlinear and axisymmetric characteristics. The maximum temperature of the section and the maximum temperature difference can reach 73.5 °C and 33.2 °C, respectively. Because of the influence of the hydration heat, there is a significant stress gradient in the cross section of the arch rib. A maximum radial stress of 2.08 MPa is attained, indicating a risk of concrete cracking. Additionally, the displacement along the transverse and vertical directions of the chord tube exhibits an initial increase, followed by a decrease over time. The maximum transverse displacement of the chord tube reaches 70.6 mm, while the vertical displacement reaches 117.8 mm.

Quantitative analysis of debonding gaps in concrete-filled steel tubes on the Qinghai-Tibet Plateau under severely harsh conditions

In recent years, the maximum span of concrete-filled steel tube (CFST) arch bridges has substantially increased to nearly 700 m, rendering it a preferred bridge type for traffic nodes located in mountainous regions and deep canyons owing to its robust earthquake resistance and adaptability to varying terrain. Construction defects, particularly debonding gaps, significantly diminish the structural bearing capacity of these bridges. This study aims to realize the accurate quantitative calculation of debonding gaps in CFSTs through ultrasonic non-destructive testing. The first wave's acoustic time and overall ultrasonic pulse velocity (UPV) were employed as the state variables of ultrasonic pulse propagation in CFSTs with debonding gaps. Ultrasonic non-destructive tests were conducted on CFST specimens produced in the Qinghai-Tibet Plateau and Guangxi. An approximate calculation path of ultrasonic propagation in CFSTs was proposed, and the differences in the UPVs of CFSTs produced at different air pressures were analyzed. A calculation model of the UPVs of CFSTs was formulated using different air pressure influence coefficients. Additionally, a numerical simulation of the ultrasonic energy transfer in CFSTs with diverse debonding gaps was performed, elucidating the propagation mechanism of ultrasonic energy across the three-phase steel-concrete-air interface in CFSTs. The propagation law of ultrasonic waves in CFSTs was verified through dynamic ultrasonic energy snapshots and the state variable calculation results. Based on the experimental and numerical findings, a quantitative analysis method and correlation model for CFST debonding gaps were proposed, based on their UPVs at different air pressures. The quantitative calculation model was modified by analyzing the values measured at an actual CFST bridge, enabling the accurate quantitative analysis and calculation of the degree and scope of debonding gaps in CFSTs.

A Study on the Ultimate Span of a Concrete-Filled Steel Tube Arch Bridge

In order to study the ultimate span of a concrete-filled steel tube (CFST) arch bridge, taking the structural strength, stiffness, and stability as the limiting conditions, the finite element analysis method is adopted to carry out research on the influence law of a single parameter of the pipe diameter, wall thickness, and cross-section height on the ultimate span of the arch axial shape. The result is used as a sample point to determine the ultimate span of the CFST arch bridge under multifactor coupling based on the response surface method. The finite element method is used to check the strength, stiffness, stability, number of segments and maximum lifting weight, steel content rate, and steel pipe concrete constraint effect coefficient of the CFST arch bridge under the ultimate span diameter. The results show that, when analyzed using a single parameter, the ultimate span diameter of the CFST arch bridge increases with the increase in the steel pipe diameter and the cross-section height, and then decreases. Moreover, it increases with the increase in the wall thickness of the steel pipe, and the CFST arch bridge reaches the ultimate span with the increase in the steel pipe wall thickness. When the pipe diameter is 1.38 m, the CFST arch bridge reaches the ultimate span; according to a multi-parameter coupling analysis, when the pipe diameter is 1.49 m, wall thickness is 37 mm, and cross-section height is 17 m, the CFST arch bridge reaches the ultimate span of 821 m, which meets all of the limiting conditions, and, at this point, the arch axial coefficient is 1.2. The results of the finite element calculation show that the structural strength, prior to the stiffness, stability, and other limitations, just reaches the critical value of the limiting conditions.

Cooling-excited infrared thermography for enhancing the detection of concrete filled steel tube interfacial debonding at concrete hydration

Interfacial Debonding occurring in concrete-filled steel Tube (CFST) arch bridges during construction is a critical issue, which can reduce the CFST carrying capacity and thus degrade the operational lifespan of the bridge. Timely detection of this type of defect during bridge construction can be highly cost-effective but rare sensing technology was reported for detection at this stage. Infrared thermography has been recognized as a potential detection method but still faces the challenge of low thermal contrast developed from concrete hydration. This research investigates the feasibility of using hydration heat as an internal heat source and proposes water-spray cooling as an external excitation to improve infrared debonding detection. The experimental study is carried out to investigate the detectability enhancement before and after the cooling excitation in terms of different debonding sizes and thicknesses. An image enhancement method is then proposed for debonding visualization based on the temperature difference matrix. In addition, the numerical simulation is conducted to analyze the cooling effect regarding the excitation intensity variation. The findings reveal that the thermal contrast of debonding ranges from 0.1 to 0.35℃ before cooling excitation and is enhanced by 2–3 times thereafter. In addition, the developed maximum thermal contrast of debonding can be characterized through a linear relationship to the cooling excitation intensity based on numerical analysis. The proposed method shows significant feasibility for early detection of debonding in CFST during arch bridge construction, which enables a new potential for structural inspection.

Shaking table test study on the seismic control of concrete-filled steel tube arch bridges based on dampers

Shaking table test study on the seismic control of concrete-filled steel tube arch bridges based on dampers

DNN surrogate model based cable force optimization for cantilever erection construction of large span arch bridge with concrete filled steel tube

Determining an ideal set of erection cable forces is crucial for concrete filled steel tube (CFST) arch bridges built using the cable-based cantilever erection method. As the span of these bridges increases, the intricacy and nonlinearity of their cable-based construction systems become more pronounced. For cable force optimization in such systems, the linear methods yield considerable inaccuracy, while the nonlinear methods based on the finite element model compromise on efficiency. To address this challenge, an erection cable force optimization method based on deep neural network (DNN) surrogate model is proposed. Firstly, the finite element model is utilized to generate force-alignment samples to depict the optimization problem. The mapping inherent in these force-alignment samples is learned by a DNN surrogate model to decouple the optimization process from the finite element analysis. Subsequently, random erection cable forces within plausible constraints are fed into the surrogate model to predict their corresponding arch rib alignments. The set of cable forces with an arch rib alignment closest to the target alignment is identified as the optimal result. Finally, the proposed method is applied to a 310 m span CFST arch bridge, and the maximum alignment error is limited within 11 mm.

Stayed Buckle Cable Recycling for Seismic Upgrading of Super-long-span Concrete Filled Steel Tube Arch Bridges

A seismic upgrading approach for super-large-span upper-deck concrete-filled steel tube arch bridges using the stayed buckle cables (SBCs, which are temporary facilities for construction of long-span arch bridges) was proposed. The arrangement of SBCs most beneficial to the seismic resistance of arch bridges was determined. The results show that the reasonable arrangement of SBCs can achieve significant seismic performance improvement, reduce the stress demand on the diagonal of the arch rib, and improve the capacity-demand ratios of the weak sections of the arch rib. In upgrading model, the max displacement response of the structure is decreased by 41.3%, the max tensile stress on the diagonal is decreased by 30.1%, the max compression stress demand on the diagonal decreased by 18.0%, the CDRs of sections of the arch ribs are greatly improved.

Condition assessment of a concrete filled steel tube arch bridge using in-situ vibration measurements and an Improved Artificial Fish Swarm Algorithm

This study aims to assess the condition of a Concrete-Filled Steel Tube (CFST) arch bridge using in-situ vibration measurements, Finite Element Model Updating (FEMU) and an Improved Artificial Fish Swarm Algorithm (IAFSA). Dynamic coefficients, derailment coefficients and wheel unloading rates are extracted from the responses of running safety assessment. An updated finite element model using a kriging model and IAFSA is employed to evaluate the strength and rigidity of the structures. The results indicate that the natural frequencies and damping ratios of the CFST arch bridge meet the requirements of design code. The maximum bridge dynamic coefficient is found to be 1.085, indicating that the bridge dynamic performance is good. The wheel unloading rates of vehicle and locomotive exceed the specification limit, indicating that the track condition has to be improved before the bridge is operated. By updating an initial FE model, the errors between the predicted and the measured parameters are reduced to less than 5%.

A New Method for Correcting the Deviation of a Middle Pier Tower of a Long-Span Intermediate Arch Bridge

To control the deviation of a long-span concrete-filled steel tube (CFST) arch bridge during construction monitoring, a practical method for controlling tower deviation is studied and established. The form of construction of this bridge is an intermediate double-arch bridge, which differs from conventional bridges, thus requiring the urgent resolution of the issue of unbalanced middle piers. Therefore, the mechanical characteristics and construction process of an intermediate long-span, dual-coupled steel pipe arch bridge are meticulously examined by using a 1:10 scale model, with particular focus on discussing the deflection of the buckle tower during the installation of the arch rib segments. Construction control is implemented using a novel tower deflection control method that addresses unilateral torsion problems and difficulties in controlling the deflection of the tower. The model results are compared with the finite element analysis output, demonstrating that this new approach can resolve unbalanced tower deviations by maintaining absolute values within 0.5 mm. After correcting these deviations, the measured results from the model bridge tower align with the calculated analytical results and even surpass the theoretical expectations for tower deviation. This remarkable new method accurately resolves real-world bridge tower deviations.

Optimal Cable Force Adjustment for Long-Span Concrete-Filled Steel Tube Arch Bridges: Real-Time Correction and Reliable Results

For complex structures, the existing optimization method for suspender cable forces involves extensive matrix operations during the solution process, requiring high computational power and time. As a result, obtaining a more accurate solution becomes challenging. To address this issue and improve the stress distribution of suspenders in the completed state, while minimizing the need for frequent cable force adjustments and grid beam elevation changes during construction, a novel method for cable force optimization is proposed. In this study, the Pingnan Third Bridge, which is the world’s longest large span arch bridge with a span of 575 m, is taken as the engineering background. This study combines finite element analysis and multi-objective optimization methods to develop a cable force optimization approach for real-time correction during the panel girder lifting of long-span concrete-filled steel tube (CFST) arch bridges. The optimization method involves treating the panel girder weight and displacement during construction as parameter variables, and considering the displacement and unevenness of the panel girder in the completed state as constraint conditions. The objective equation is defined based on the displacement and cable force during the lifting construction process and, through optimization, the cable forces and displacements of each lifting section are calculated. The results demonstrate the feasibility of integrating optimization theory into the cable force optimization process during panel girder lifting. In this study, we have taken into account the characteristics of real-world engineering and focused on specific key points to reduce the order of the influence matrix. Consequently, the computational costs are reduced, facilitating the development of a multi-objective tension optimization program. By minimizing segment displacement variations and ensuring even cable force distribution in the completed state, the method ensures that the bridge meets the required completion requirements without the need for repetitive iterations or cumbersome calculations. It provides higher optimization efficiency and superior outcomes, offering significant value for cable force calculations during suspender construction of similar bridge types and guiding construction processes.

Study on progressive failure behavior and mechanical properties of tunnel arch support structures

Multi-layer composite support structure is widely applied in tunnel excavation but shows complicated failure behavior under rock pressure. Local joint broken, out-of-plane instability and arch-shotcrete interface slip widely exist and highly weaken the overall strength of support structure, which is inconsistent with the ideal assumption, leading to sever engineering disaster. Based on above situation, this paper adopts laboratory and numerical methods to investigate the bearing mechanism and failure behavior of arch joint, arch frame and arch-shotcrete composite lining. Then, a modified safety evaluation method of arch is proposed based on convergence-confinement method. The research results proved that, component strength and arch critical instability strength check are necessary in arch design. On the other hand, compared with thin-walled steel arch, the concrete-filled steel tube arch shows higher critical instability strength and better ductility, effective for controlling large deformation of soft rock. The research conclusions can provide reference for related tunnel design and construction.

Research on Optimal Arch Rib Inclination of Large Span Highway CFST through Arch Bridge

To investigate the reasonable range of the inclination angle of arch ribs, a spatial finite element method was employed based on a concrete-filled steel tube (CFST) basket-handle through an arch bridge with a span of 360 m. A spatial finite element model was established using Midas/Civil software, which was verified with actual bridge data. The effects of different arch rib inclination angles were investigated under static loads. The structural natural frequencies, linear elastic stability coefficients, internal forces, and displacements were comprehensively considered to determine the reasonable range of the inclination angle. The results show that when the inclination angle ranges between 8° and 10°, the first, third, and sixth natural frequencies of the structure are increased. It effectively improves the lateral and torsional stiffness of the arch ribs while ensuring optimal out-of-plane stability of the arch ribs. Compared with the parallel arch, the stability is improved by 20.2%. The effects of angle variation on displacement and internal force of the arch ribs were not significant. Considering all indicators, the optimal range of the inclination angle for the arch ribs of 300-m-level highway CFST arch bridges is suggested to be 8~10°.

Stress optimization analysis of long-span concrete-filled steel tube arch bridge based on Midas full-bridge finite element analysis model

CFST is a new building material developed on the basis of steel bars and concrete, which is frequently employed in bridge construction in China. The arch rib is the main stress part CFST arch bridge has a long span, and the safety of the arch rib directly determines the working performance of the whole bridge. Therefore, to better understand the stress of the arch bridge and ensure its safety of the bridge, the research employs the finite element program Midas to establish a long span concrete filled steel tube full bridge model and analyzes axial force, stress, and displacement of arch rib in each construction stage of the arch bridge. The results show that in different construction stages, the axial force on each section increases gradually. The upper and lower edges of the steel pipe are shown as a gradually increasing negative stress. The displacement change between each section is between (2–4) mm. To sum up, the finite element full bridge analysis based on Midas can accurately obtain the stress state of long-span bridges with CFST arcs. By using this technology, data from large-span CFST arch bridges may be efficiently employed in bridge optimum building, improving the load-bearing capabilities of the arch bridge.

Corrigendum: Calculation model of concrete-filled steel tube arch bridges based on the “arch effect”

Incorrect Author NameIn the published article, All author name was incorrectly written as Wang Shaorui, Li Yingbin*, Liu Zengwu, Cheng Tianlei. The correct spelling is Shaorui Wang, Yingbin Li *, Zengwu Liu, Tianlei Cheng. The authors apologize for this error and state that this does not change the scientific conclusions of the article in any way. The original article has been updated.Incorrect Funding In the published article, there was an error in the Funding statement. Information about the source of funds was not added to the article. The correct Funding statement appears below.FUNDINGThis work was supported by Science and Technology Innovation Project of Chongqing Education Commission "Construction of Twin Cities Economic Circle in Chengdu-Chongqing Region" (KJCXZD2020032), Natural Science Foundation of Chongqing (cstc2021jcyj-msxm2491), Guangxi Key Research and Development Program (GuikeAB22036007-8), Chongqing Technology Innovation and Application Development Special Key Project (CSTB2022TIAD-KPX0205), This support is gratefully acknowledged. The authors apologize for this error and state that this does not change the scientific conclusions of the article in any way. The original article has been updated.

A study on the dynamic instability of CFST arches with spatial curvature differences

With the rapid development of the construction technology of concrete-filled steel tube (CFST) arch bridges, the width-span and width-to-height ratios continue to increase, which cause stability problems, especially for the dynamic stability. The current Budiansky-Roth criterion (B-R criterion) and the energy criterion are hard to use and cannot be quantitatively described. Therefore, a CFST arch dynamic instability criterion by the difference in spatial curvature based on the changes in fiber strains is proposed in this paper. Firstly, the critical spatial curvature difference is derived based on the structural characteristics of CFST arches and is the threshold value of the dynamic stability discrimination. Then, the calculation format of the CFST arches’ dynamic instability criterion is established by the central difference method, and the calculation procedure is programmed. Furtherly, the accuracy of the proposed critical curvature difference method is validated by the instability-induced failure experiments. In addition, the discrimination results of instability-induced failure experiments are also obtained by B-R criterion as well as the energy criterion. The discrimination result of the proposed critical curvature difference method is consistent with those of B-R criterion and energy criterion. Moreover, the method proposed quantifies the critical load of dynamic instability into the threshold index by the critical curvature difference and has easy-to-measure parameters as well as easy to operate, which are more suitable for the engineering applications compared with other methods.

Calculation model of concrete-filled steel tube arch bridges based on the “arch effect”

In view of the limitations of the current code based on the equivalent beam-column method with the “rod mode” instead of the “arch mode” for the calculation of concrete-filled steel tube arch bridges, this paper takes the real bearing mechanism of the arch as the starting point and analyzes the different bearing mechanisms of the arch and eccentric pressurized column. The concrete-filled steel tube arch model test was carried out to analyze the deformation state and damage mode, and the geometric non-linear bending moment of the measured arch was compared with the bending moment value calculated by the eccentricity increase coefficient of the “rod mode.” The results showed that the transfer of internal force is from the axial force to the arch axis, causing the vertical reaction force and horizontal thrust. However, the eccentric compression column only produced the vertical force at the bottom and combines with the lateral deformation indirectly generated by the eccentric distance. In addition, the deformation stage of the arch is basically the same as that of the eccentric compression column. The final failure mode of the arch is 4-hinge damage, and the final failure mode of the eccentric compression column is single-hinge damage. The preliminary geometric non-linear bending moment value obtained by the two modes accords well. Therefore, the main factors for the difference in the bearing mechanism between the two modes are different force structures, force transmission routes, and sources of deformation. Due to the difference in the bearing mechanism, the final failure mode is different, and the deformation ability of the arch is weakened by using the “rod mode” instead of the “arch mode.” The geometric non-linear bending moment of the control section calculated by the eccentricity increase coefficient is conservative, but the influence of the geometric non-linearity of other sections is not considered enough.

Time history analysis of seismic response of through CFST non isolated and isolated arch bridges

To explore the difference in the impact of transverse bracing on the seismic effect of through concrete-filled steel tube arch bridges with non-isolated and earthquake-isolated, nine non-isolated and earthquake-isolated structural models under different cross-bracing arrangements were established, and Elcentro seismic waves were selected. The internal force, displacement, velocity, absolute acceleration, relative acceleration, and separation of arch ribs of each model were compared and analyzed under uniform excitation along the bridge, transverse and vertical directions, multi-dimensional combined excitation, and multipoint excitation considering the traveling wave effect. Based on the shear force and displacement of the earthquake support, it is concluded that the internal force response of different excitations of various models is more complicated. The installation of transverse bracing on the upper part of the arch rib can reduce the vertical displacement of the arch rib of the nonseismic structure. The “X”-shaped cross brace at the top of the arch rib and the “K”-shaped cross brace at the lower part help to reduce the transverse acceleration of the arch rib. The absolute acceleration and relative acceleration of the seismic structure arch ribs are significantly reduced.